Fluid-pressure brake.



W. v. IIIURNBR a J. s. cUsTBR.

. FLUID PRESSURE BRAKE,- APPLICATION FILED PBBAS, 19Q4. v 937,392. f Patented nemo, 1909..'

FULL l'fLEA-SE E511 www@ iw@ W ve TURNER & J. s.' GUSTER.

FLUID PRESSURE BRAKE. APPL-immun xjILBD rm.1a,19o4.

A Q; Patented om; 19,1909.

\\ v v I SEIN/ICE iNvEM- ons I Uni iin sfrafrns raras 'l tll.

WALTER v. TURNER, orwiiiiriussuiae, .ann JonaT sjoiisrnn, or Prrfrs'isuac, PENN-` SYLVANIA, ASSIGNORS TO THE WESTINGHUSE AIR BRAKE COMPANY, OF PITTS\ BURG, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

FLUI-PBESSURE BRAKE.

este.

'l Specicatcii of Let-ters Patent.

Patented Got. 19, i909.

-. Application lei` February 13, 1904. Serial No. 193,37.

To all `"whom 'fit my romero:

Be it known thatl we, WALTER V. TURNER and Jouir S. Cus'rn'ii, citizens of the United States, residing, respectively, at Wilkinsburg .and Pittsburg,'both in thecounty of Allegheny and State ofj Pennsylvania, have invented a' certain new and., useful Improvement iii Fluid-Pressure Brakes, of which the following isa specification.

.This invention relates to automatic fluid 'pressure brakes, 'and has for its'object tolpro-l vide an improved triple valve device com` 'bined with the auxiliary reservoir and a supplemental reservoir or other source offluid pressure and adapted 'to be operated by one or more slight increases of trainpipe'iiires-y sure to grade down the brake cylinder presa graduated release of the brakes.

Ithas heretoforebeen proposed to use a supplemental' reservoir, in which air at normal standard pressureis storedand retained While'the brakes are applied, for discharging into the triple valvechainber and auxiliary reservoir when the triple valve .is returnedA from serviceV or lap position to a position giving a partial or full exhaust to thebrake cylinder, the object being to thereby raise releasing aconsiderable amount of air from t ing the'parts in lap position; Fig. 5 a similar the pressure in, the auxiliary reservoir and upon the triple valve piston suiiciently to cause the saine to move back and close the exhaust andthe inlet port from the supplemental reservoir. With these prior devices, however, it has been necessary yto provide a supplemental reservoir of considerable storage] capacity,viii order to raise the pressure of the entire auxiliary reservoir sufficiently to cause the triple'piston to move back to close the exhaust. Itis also found in the operation of these devices, that when a slight increase in train pipe pressure i: made after an application, the triple valveis liable to go all the'way over to full release position,

thereby lly openingA the exhaust ports `and .liebrake cylinder before the piston; is moved back to close the exhaust.

This improvement isl designed to giveA a.

muchlnergrading down ofthe brake cylindei-.pressure than is possible with the prior devicesp and to this end comprises means for cutting oii the triple valve chamber and piston chamber from the auxiliary reservoir inthe position of the vulve device giving a partial exhaust to the brake cylinder, so that when the inlet "port from the supple-y mental reservoir or other source of lluid pressure. is opened to the valve chamber in this position, the piston and valve are immediately nmoved back to close these ports o\v' ing to the small volume of the chamber in which it is necessary to momentarily increase the air pressure'. smaller supplemental reservoir may be eniployed thaiitho'se used for this purpose heretofore. l v

Another important feature of this invention comprises a main valve having ports which may be controlled by the movement of an auxiliary or graduating valve operated directly by the piston, so that after the valve device has moved to service position for applying the brakes,the valve may be lapped by'a slight return movement of the piston, therebycutting olf the auxiliary reservoir vfrom the valve chamber, and then by a small further movement of the piston and graduating valve the inlet portfrom the supplemental .reservoir and the partial exhaust ports from the brake cylinder may be opened A without moving the main valve, thereby .se- Curllg il very sensitive device which may be operated to grade down the bralrecylinder by very small amounts, at will. The invention also comprises certain other important features, all of which will now be more fully described and set forth.

lnthe accompanying drawings; Figure l is a diagrammatic elevation of a car air By this means a much' brake equipment embodying thisimprovel ment; Fig. 2 Aa central sectional -vieiv of the triple valve device indicated in Fig. l, the

. parts being shown in full release position; `F ig. 3 a similar sectional View oi the main portion of the triple valve with the parts in service position; Fig. la similar vieu1 showlvievv -with the parts in Awhat is known as the valves and valve seat taken on the line :2a-x of Fig. 9; Fig. 7 a similarview showing the position of the ports in gefraduated release position; Fig. 8 a transverse sectionof the triple valve device taken on the line y-y of Figs. 2 and 9; Fig. 9 a plan view of" the main valve seat showing arrangement of ports; Fig. 10 a tace view of the main slide valve; and Fig. 11 a face view of the-small auxiliary or graduating slide valve.

According to this construction the car air brake equipment comprises train pipe 1,-

branch pipe 2, triple valve device 3, connected to auxiliary reservoir 4. and brake cyliiider 5, and also by pipe G vvith supplemental reservoir 7. The triplevalve device coinprises theusual valve chamber 8, piston chamber 9, containing piston 10 and'cap chamber 11, conin'iunicating with the train pipe passage and containing the graduating stem 12 and spring 13.v According to our improvement, theusual opening from -the valve chamber to the auxiliary reservoir is closed by a cap 14 and the auxiliary reser voir normally communicates With the valve chamber in full release position, (Fig. 2) through ports 15, 1G, 17, cavity 18 in the main slide valve, and port 19. The main slide valve seat is also 'provided with the brake cylinder port 21 leading to brake cylinder passage 22, exhaust port. .23, train pipe port 24, partial exhaust port 25 from the brake cylinder port, and supplemental reser the main piston and having a certain amount of lost motion or independent movement with respect to the main slide valve. The

graduating valve is provided With'the service port 35, supplemental reservoir port 36,l

- and a cavity 37 for controlling the partial l exhaust ports in the main slide valve.

The operation of our improvement is as followsr-Compressed air being supplied fromthe main reservoir to the train pipe the triple valve piston is moved to full release position, as shown in Fig. 2, and

the air tlows through the usual feed groove around vthe pistonto the valve chamber 8 and from thence through port 19, cavity 1S,

ports 17, 16 and `15 to the auxiliary reservoir, charging thesame to normal standard pressure. At thel same; time the supplc mental reservoirfisrchargcd to normal pres- On the main slide' sure through port 24, cavity 32, port 26, and pipe 6, see Fig. 6.. When' a reduction in ltrain. pipe pressure is made for a service application the piston and slidevalves are moved back under the preponderating-aux iliary reservoir pressure to what is known as service position, as shown in Fig 3,

in which the brake cylinder exhaustis closed' and the graduating stein 12 and spring 13 arealso sliehtly compressed by the pistou stem, as in icated. The graduating valve 33 has 'now moved to-uncover service port 28 inthe main slide valve and to register port 35 with service port 38, so that thc auxiliary reservoir communicates with the. valve chamber through ports 15, 16, 17 and 2S, and with the brake cylinder through ports 35, 38, 21`and 22. In this posi-tion also communication from the train pipe to the sup lemental reservoir through port 2l is cut o by the main slide valve; while partial exhaust port 29 registers with port 25 leading to the brake cylinder and port 39 registers with supplemental reservoir port 2G, but these ports are closed by ytlie'auxuntil the pressure in the valve chamber upon the piston is reduced to--substantially equal that of the train pipe when the graduating f iliary valve The air then -iows from the auxiliary reservoir to the brake cylinder springl returns thepiston and graduating slide valve 33 to lap position, indicated in Fig. 4, in which both ports 28 and 3S of the main slide valve are covered, ,thereby cutting otf communication from the`- valve chamber to the brake cylinder, and from the auxiliary reservoir to the valve 'chain-l ber. During this time the supplemental reservoir port 26 registerswith port 39 in the main slide valve, which port is closed ,by the auxiliary slide valve,l so that the normal 'standard pressure has been retained in the supplemental reservoir. If non". it be desired to grade doivn the brake cylinder. pressure, or, in other Words, to produce'a graduated release of the brakes, avery slight vincrease is made in train pipe pressure which is sufiici'eiit to move the piston an graduating slide valve until the shoulder on the piston stem engages themain slide valve, the additional resistance 'ot which tends to check the movement. and stop the piston at this' point, which is termed the graduated release position, see Fig. Iirtliis position, it will be noticed the small or partial exhaust ports 25` .29 and 30 have beenA connected through the cavity 3T in the graduating valve and a slov reduction of pressure from the brake cylinder to the atmosphere is begun but at the same time that the cavity 37 connects ports 29 and 30, the port 36 registers with the supplemental reservoir ports 39 and 2G,l thereby opening communication from'the supplemental res-` ervoir to the valve chamber. As the sup- 'pleineiital reservoir 'contains ai vstored 'at the normal standard pressure, a puff of air frein the supplemental reservoir Hows through 'ports 26, 39 andl '36 into the valve chamber, which contains air -at a lo'vvec pressure, and owing to the comparatively small capacity of the .valve chamber this pull1 'ofair. is 'sulllcient to move the piston and graduating valve back to lap position,

and thereby close the partial exhaust ports from the brake cylinder, and the'inlet port from the supplemental reservoir to the valve l chamber. Further slight increass'in train pipe pressure may-be made for. causing the' valve to be operated in 'a similar manner to` malte further reductions in the brake eylin` der pressure te any point desired. It will be observed that in the movement of the pi'sfV ton from la to graduated release position and 'return t e small graduating valve only is moved, the main slide valve remaining stationary in its intermediate service or lap positions and forming an abutment for deiining the graduated release position, and preventing the piston from v'going -to full release position upon a. slight rise in 'trainl the supplemental reservoir into the valve chamber to insure the movement 'of the piston back vinto ,contact With the graduatingl stein, which, according to our improvedconstruction, is defined as lap position; Whenever it is desired to produce a full and com i plete release of the brakes a considerable increase in train pipel pressure is made in the usual ivay, which causes the piston to move both the graduating valve and main slide valve back to full rleaseposition. as'sbovvn in Fig. Q.

*lVhi le ive have Adescribed ou'r'iinprovenient as applied to ay triple valve device of the socalled plain type, will be apparent that the saine may be applied equally ivell to a valve of the quick-action type, in which an emergency application'of the brakes is produced by a sudden reduction in train pipe pressure and a local venting of. the train pipe. i l

Iaviiig now described our invention, what ive claim as new and desire to secure by Let- 4 ters Patent is a `1,'ln a fluid pressure brake, the combination ,vitli a .train pipe, auxiliary reservoir and `brake cylinder. ot' a valve for controlling the exhaust from the brake cylinder, a-niov- 'able abut-nient subject to the opposing pressures olE the train pipe and a vchamber for voperating salir! valve-means for closing cornmunicatin from the auxiliary reservoir to said ,chamber, and means operated by a slight increase of train pipejpressure for ,supplying Huid to said lchamber and for Opening 'a partial 'exhaust lfrom the brake cylinder.

'2. In a Huid pressure wahre, the combination with a Vtrain pipe, auxiliary reservoir and bralte cylinder, of a fvalve mechanism for controlling the supply of air` from the auxiliary reservoir tothe brake cylinder and from the brake cylinder to the atmosphere,

for operating'- said 'valve mechanism, means 4for cutting o'l" communication from the auxiliary reservoir to said chamber at-a'n intermediate position of the valve giving a partial exhaust to the brake cylinder', and means for increasing the pressure in saidchainber when the auxiliary reservoir-,is cut otly 3. In a fluid pressure brake, the combination ivitli a'train pipe, auxiliary reservoir, 4bralte cylinderl and supplemental reservoir, of a valve mechanism controlling communication from the auxiliary reservoir to the valve chamber, from the valve chamber to the lbrake cylinder, from the supplemental reservoir 'to the. valve chamber' and from the brake cylinder .to the atmosphere, and a movable abutmentsubject to the opposingpressures of the train pipe and valve chainber for operating said valve mechanism.

4. In a fluid' 'pressure brake, the combina-l tion with a train pipe, auxiliary reservoir, brake cylinder and supplemental'reservoir, of a valve device and piston o erated by the opposing pressures of the train pipe and a chamber for controlling communication from the said chamber' tothe auxiliary reservoirand to the supplemental reservoir, and. from the brake cylinder t'o the atmosphere.

5, In a fluid pressurebrake,'the combination with abtrain pipe, auxiliary reservoi brake cylinder and supplemental reservoir of a valvemchanism for controlling coinmunication fro'nithe valve chamber to the auxiliary reservoir and .to thel brake cylinder, from the supplemental reservoir to the valve chamber, and from the brake cylinder to the atmosphere, and afinovable abutment subjectto the opposing pressures of the train pipe and the valve chamber for 'operating said valve mechanism' ,-6. In a Huid pressure brake', the combina- "t'iin ivitli a-train pipe, auxiliary reservoir, fbrake cylinder and supplemental reservoir 'of a triple valve device coi'npcsing a main valve having ports forcontrolling coiniunif cation froin'the auxiliary reservoir and tbc supplemental reserioir to the valve number and the exhaust from the brake cylii'itlcr; land `a' graduating valve movable. ivitli ilic piston and having a certain movement ina movable abutment subject to the opposing pressures of the train pipe and a' chamber' I dependent 'ofthe main valve for controlling the ports therein.

' 7. Ina fluid pressure brake, the combination with@ train pipe, auxiliary reservoir, brake cylinder and supplemental reservoir of a.' .valve device having a movable abutment operated by variations in train pipe pres sure; a main valve actuated' by 'said abutment lfor controlling communication vfrom the valve chamber to the auxiliary reservoir,

a bralrecylinder and supplemental reser'voir'of a-valve device having a movable abutment oper edby variations in '-luid pressure and controlling` communication between the auxiliafryfe reservoir and one side of said abut nient-', and an auxiliary valve having` a movenient relative to the main valve' for controllingl communication from the supplemental y .l vreservoir to the' same-side of, the abutment, 9. In a-tluid ressurebralre, the combinai tion with a `tra1n p'ipe,-"auxiliary reservoir, brake cylinderv andi-supplemental reservoir of a valve device having. a movable4 abutment subject to the opposing presspres ofthe train pipe andvv a chamber 'and controlling communication between the" auxiliary reservoir and said chamber,- and an auxiliary valve having` a` movement relative to the main valve for controlling communication from inthe supplemental reservoir to said chamber and the'release fromthe brake cylinder.'

" 10. In a fiuid`pres'sure bralre, the combinationfvwith a train pipe, yauxiliary reservoir,

brake cylinderI and supplemental' reservoir .4 5 of a' trip-leiva-lve device comprising a movable abutment subject to the opposing pres` sures of the train pipe and a chamber, a

main valve actuated by said abutment and- .having a small exhaust port for establishing .50 communicationl from the braltecylinder to the atmosphere .in an intermediate or lap ositi'on'of the valve, and an auxiliary valve aving a movement relative to the main valve for. controlling said exhaust 11. In aiuid pressure brake, the V tion With a train pipe, auxiliary reservoir, lbrake cylinder -i; iplemental reservoir cfa triple valve device confiprisinfT a movable abutment subject to the opposing pressures of the train pipe anda chamber,- a main valvey actuated by vsaid abntnient'for controlling communication from the auxiliary reservoir to said chamber and having ports `for 'opening communication from the supyc'plemental reservoir to said chamber and valve operated by'said abutment and having;

'for controllingsaid exhaust port.

L. ombina- Vfrom the brake cylinder to theatmosphere in an intermediate or lap position of the valve, and anauxiliary valve liavine a movement; .relative to the main valve for controlling said ports. i

12. In a tliuid pressure brake, the combi na-tionvvvith a train pipe, auxiliary reservoir, brake cylinder and supplemental reservoir et a`triple'vg.lve devicecomprising amovable abutment subject to the opposing` pressures of tlie train pipe and chamber, a main valve actuated by said abutment and having ports for opening communication from the supplemental reservoir to 'said chamber and from the brake cylinder to theatmospher'e in an intermediate "or la-p position of the valve," and an auxiliary valve having a movement vrelative-'to the main valve for controlling said ports. A

13. In a fluid pressure brake,l the combination with a train pipe, auxiliary reservoir, and brake cylinderyo" a triple valve dev-ice comprising a movable abutment subject to variations in train pipe pressure, a main JU a port adapted to open an exhaust from the brake cylinder in an intermediate or lap position ofthe valve, and an auxiliary valve having a'movenient relative to the main valve 14. In a fluid pressure brake, the comliinatioiiwitli a train pipe, auxiliary reservoir., brake cylinder, and asupplemental reservoir or additional source of pressure, of a triple valve device comprising a movable abutment. subject to the, opposing pressures of the train pipe and'auxiliary reservoir, a main valve actuatedl by said abutment and having ports tor opening communication from the additional' source ofv pressure to the auxiliary 105 reservoirside of the abutment, and from the i brake cylinder to' the exhaust in an inter mediate or lap position of the valve, and an auxiliary valve having a movement'ielative to the main valve for controllingr said ports.

l5. In a fluid pressure brake, the combination with a train pipe, auxiliary reservoir brake cylinder, and a supplemental source ci -tluid pressure, of a valve device having a `chamber and operated bv variations in train pipe pressure for controlling communication from the auxiliary reservoir and from said supplementalv source to said. chamber und from 'the brake cylinderto the exhaust;

lo. In a iuid pressure brake, the combination with a train pipe, auxiliary reservoir, brake cylinder, and al supplemental source of fiuid pressure, of a valve device comprising a piston subject onone side to train pipe pressure, and a valve ioperated lby said piston tor controlling; communication from the auxiliary 'reservoir and from the supplemental source to the other side of said piston, and from the'brake cylinder` to the exhaust.

17. In a Ifluid pressure brake, the combina-- tion @itin a trein pipe, atixiliary reservoig, j(andbralie, ylizder, oa triple valve device aving a c am er en compms ng a piston 'subject td train'. pipe pressure and valve wAglRcYSTllNER' 5 means contained in said chamber for controlling cor'nknunieation from the auxiliary "WitnessesiI testimony whereof we have hereunto set oinhands.

reseryoir to the chamber and from said R. F.EMERY, 4chamber Eo the brake cylinder. JAS. B. MACDONALD. 

